Hydraulic transmission



April 6, 1937. L. E. HUGHES HYDRAULIC TRANSMISSION Fi led May 5, 1952 8 Sheets-Sheet 1' INVENTOR Lelc h E-HUE1]'1E L. E. HUGHES HYDRAULIC TRANSMISSION April 6, 1937.

Filed May 5, 1932 8 Sheets-Sheet 2 m m m m Aprifi 6, 1937. L. E. HUGHES HYDRAULIC TRANSMISSION 8 Sheets-Sheet 3 Filed May 5, 1932 m M W w m W E A m h s W WITNESS: $46M 7 April 1937- L. E. HUGHES 2,075,944

HYDRAULIC TRANSMI S S ION Filed May 5, 1952 8 Sheets-Sheet 4.

WITN-ESS:

E.'I-1ur: h E5 955/ BY I April 6, 1937. L. E. HUGHES 2,075,944

HYDRAULIC TRANSMISSION Filed May 5, 1932 8 Sheets-Sheet 5 INVENTOR 5 5 5 551 elqhth hes 1113 A TTBRNEY April 6, 1937.

L. E. HUGHES HYDRAULIC TRANSMISSION- Filed May 5, 1952 a SheetsSheet 6 WITNESS:

INVENTOR LElElh Elflnqhes April 6, 1937. 1.. E. HUGHES HYDRAULIC TRANSMISSION Filed May 5, 1952' 8 Sheets-Sheet 7 m .W m m m w E A Wm 5 h m April 6, 1937. HUGHES 2,075,944

HYDRAULIC TRANSMISS ION Filed May 5, 1952 8 Sheets-Sheet 8 WITNESS: I L h EINVENTOfi Q I -W6% 50 0 Patented Apr. 6, 1937 UNITE STATES HYDRAULIC TRANSMISSION Leigh E. Hughes, Philadelphia, Pa.

Application May 5, 1932, Serial No. 609,404

\ 46 Claims. (Cl. 'i4-259) This invention relates to hydraulic transmissions, and has for an object to provide an improved type of mechanism for transmitting motion from a driving shaft to a driven shaft.

A further object of the invention is to provide a stepped gear connected with the driven shaft,

- and improved means for connecting idlers with said stepped gears in consonance with the speed and load.

A further object of the invention is to providein a transmission a driving shaft and a driven shaft, with a stepped gear carried by the driven shaft, a cone rotating at times about the driven shaft and carrying a plurality of idlers in mesh with the gear of the stepped gear, with ring gears in mesh with the idlers, and improvided means for stopping one of said ring gears automatically and selected mechanically by the speed and load of the driven shaft.

A further object of the invention is to provide valve structures for controlling the stoppage of ring gears, the operation of which valves is initiated manually and continued mechanically as speed is taken up on the driven shaft.

A further object of the invention is to provide improved means which shall mechanically build up speed on the driven shaft after being manually initiated, and when the maximum relative speed has been attained, to couple the driven shaft directly to the driving shaft to rotate therewith.

A further object of the invention is to provide improved means for disconnecting the driven shaft from the driving mechanism to provide for independent rotation of the shafts.

A further object of the invention is to provide an improved type of centrifugal governor operating upon the driven shaft and controlling the coupling ratio of the driving and driven shafts.

A further object of the invention is to provide improved means for coupling the driving and driven shafts so that the driven shaft shall rotate in a direction opposite to the rotation of the driving shaft.

The invention therefore comprises a driving shaft which takes power from any prime mover, a driven shaft which connects with any power consuming mechanism, a stepped gear loosely mounted upon the driven shaft, a plurality of ring gears embracing the stepped gear, said ring gears having internal and external gear teeth and operating between separating partitions, with idlers of graduated sizes interposed between the internal gears of the rings, and the gears of the stepped gears with other idlers engaging the external teeth of the ring gears to form a pump which when interrupted will stop the rotation" of a mechanically selected ring gear whereby the power from the driving shaft operating the idlers will be transmitted to the stepped gear to rotate 5 the driven shaft, and with the necessary valves manually and mechanically operating to control the stopping of the ring gears for the purpose and in the manner described. 1

The drawings illustrate an embodiment ofthe 10 invention and the views therein are as follows:

Figure 1 is a view partly in section and partly in elevation as the transmitting mechanism would be seen, the sections being horizontal planes and the main section being substantially a radial 'sec- 15 tion through the structure, 1

Figure 215 a transverse sectional view, taken on line 22-of Figure 1,

Figure 3 is a transverse sectional view, taken on line 3-3 of Figure 1, 20

Figure 4 is a transverse sectional view, taken on line 4-4 of Figure 1,

Figure 5 is a view in plan of the main valve in normal or low position,

Figure 6 is a view of said main valve in end 5 elevation, with apart broken away and the shaft shown in section as indicated by line 6.-G of Figure 5,

Figure 7 is a schematic view of the main valve projected upon a plane, and showing in dotted 30 lines they relative positions of the ports leading to the ring gears,

Figure 8 is a view in elevation of a valve organization functioning principally as a relief valve,

Figure 9 is a view of the last mentioned valve 35 organization in end elevation as indicated by arrow 9 at Figure 8, I

Figure 10 is a transverse sectional. view through the motor for actuating the valve shown at and taken on line Ill-Ill of Figure 8, 40

Figure 11 is a view in elevation of another valve organization,

Figure 12 is a view of the valve organization inend elevation as indicated by arrow 12 at Figure 11, 45

Figure 13 is a view taken transversely'upon Figure 11 as indicated by line Iii-I3 at said figure and showing the housing in which is mounted the valve actuating mechanism,

V Figure 14 is a view in end elevation with a part 50 broken away of a part of the mechanism transmitting control motion from the governor to the main valve,

Figure 15 is a view in transverse section of the structure shown at and taken on line 15-45 of "Figure 14, arrow l4 showing the relative position of the structure as shown at Figure 14,

Figure 16 is a view in end elevation with a part broken away of one of the valves,

Figure 17 is a view in side elevation of the valve shown at Figure 16,

' Figure 18 is a view of the centrifugal governor with the cover of the housing removed, the governor parts being shown in inactive position,

Figure 19 is a view of the centrifugal governor with the parts in their extreme expanded positions,

Figure 20 is a detail view of a part of the governing mechanism showing the means of applying 15 the control of the governor to the valve mechanism,

Figure 21 is a view partly in elevation and partly in section of the manual control valve for initiating action of the several automatic me- 0 chanically controlled elements,

Figure 22 is a fragmentary view in elevation of one of the controlling members,

Figure 23 is a view of the same controlling membcr as shown at Figure 22, seen from a different point of elevation,

Figure 24 is a view of the structure shown at Figures 22 and 23 seen in end elevation, together with a part controlled thereby,

Figure 25 is a diagrammatic view showing the operation of the manual controlling structure,

shown at Figures 21 to 24 inclusive,

Figure 26 is a view in plan of the housing for containing the manual control mechanism shown at Figure 21,

Figure 27 is a view of the housing in end elevation,

Figure 28 is a diametrical sectional view shown through a relief valve,

Figure 29 is a view in elevation of the manual and foot controlling organization,

Figure 30 is a view of the same organization shown at Figure 29 and from the point of view indicated by arrow 36 at that figure, and

Figure 31 is a sectional view through the manual and foot control mechanism, taken on line 3|--3| of Figure 29, with parts omitted.

Like characters of reference indicate corresponding parts throughout the several views.

The improved hydraulic transmission mechanism, which forms the subject matter of this application, is adapted to be introduced between a prime mover or other source of power and power consuming organization.

As illustrated, the transmission is particularly organized for use upon an automotive vehicle to transmit power from the prime mover which, in this case, is illustrated by the driving shaft 50 and to transmit such power in varying speed ratios to the driven shaft 5| which is supposed to be connected with the running gear of the vehicle. It is the mechanism interposed between this driving shaft 50 and driven shaft 5| and the control of the same which forms the present invention.

At such place as may be found desirable, a housing 52 is erected. In the ordinary transmission of automotive vehicle structures, this housing would be located beneath the floor of the vehicle. Into this housing the driving shaft 50 extends, coupling therein with the driven shaft 5| in any approved manner. As shown at Figures 1 and 2, the driving shaft 50 is provided in its inserted end with a socket and the driven shaft 75 5| with a reduced part 53 which is inserted into 5| will collar 62. A key 63 also secures the collar 62 rigidly upon said driven shaft 5|.

Surrounding the stepped gear is a cone which is indicated in its entirety at 64. This cone carries a plurality of idlers rotating in planetary fashion about the several gears of the stepped gear. The idlers in engagement with the gear 55 are numbered 65, the idlers 66 engaging the gears 56, the idlers 61, 68, 69, 10 and 1| engaging respectively the stepped gears 58, 59, 66 and 6|.

Embracing and surrounding these several sets of idlers to 1| inclusive, are similar ring gears 12. These ring gears are all substantially identical and rotate between partitions 13.

Mounted within the housing are a plurality of idlers 14 (see Figure 3) corresponding in numbers to and engaging the exterior gear teeth of the ring gears 12 so that as the ring gears rotate in the direction indicated by the arrow at Figure 3, co-action of the ring gears 12 and the idlers 14 operating between the partition walls 13 creates a gear pump which delivers the hydraulic liquid into the chamber 15 in said Figure 3, a wall of said chamber being formed by the wall 16 (see Figure 6). This wall 16 has two longitudinally. extending rows of triangular ports 11 and 18 (see Figures 6 and'7). This wall 16, as will be noted from Figure 6, is arcuate and the main valve 19 is mounted in oil excluding relation to said arcuate wall. As will be noted from Figures 5, 6 and 7, this main valve 19 is stepped and is provided with a series of ports through the several steps. Such ports are here numbered 80, 8|, 82, 83, 84, 85 and 86.

These several ports 80 to 86 inclusive in said valve communicate with a passage 81, and passages 88 and 89 are formed through said valve body as indicated more particularly at Figures 1 and 5. This main valve 19 is rigidly mounted upon a shaft 90, journaled at its opposite ends in the housing 52. Mounted also upon the shaft 90 is a valve member 9| which bears against an arcuate wall 92 heretofore described, but is separated therefrom. This arcuate wall 92 is provided with a port 93, over which the arcuate surface of the valve 9| may move. This arcuate surface is provided with a plurality of perforations 94 which are graduated in sizes as indicated at Figures 16 and 17. A spring 95, coiled about the shaft 96 which carries this valve 9|, tends to maintain a fixed position relative to said shaft. The valve 9| is provided with a shoulder 96 which,

' together with the housing, forms a pocket 91 to receive hydraulic pressure in the manner to be hereinafter more fully described.

Rigidly mounted upon the shaft 98 also, is a vein 98 operating in an arcuate chamber 99 (see Figures 3 and 4). The actuation of this vein 98, which in its actuation oscillates the shaft 90 and controls the main valve 19, will be hereinafter more fully described.

Forming a rear wall of the chamber 15 is an arcuate partition I00 with a valve organization rotating in conjunction with this arcuate wall. This valve organization is shown at Figure 8, and comprises a body part |0| having a plurality of valve members I82 hinged thereto as shown at Figures 2 and 8.

Springs I03 tend to hold these valve members I02 in engagement with the arcuate wall I and at times to close the ports I04 through this arcuate wall. At Figure 2, the springs I03 have been omitted simply to avoid confusion. The same type of valve is shown with a double spring at Figure 8. These valve bodies IOI are integral with or rigidly connected to the shaft I which is journaled in the housing 52, and a spring I06 is employed to maintain the shaft and its associated parts in normal position, but to permit its being oscillated. The oscillation of the shaft is carried out by means of a fin I01 integral or rigidly connected with the shaft and oscillating in engagement with an arcuate 'wall I08. The

means of actuating the shaft through the medium of the fin I01 will be hereinaftermore fully described. I The valves I02 carried by the shaft I05 are 20 equal in number to the ring gears 12 and each is placed opposite a port I04 which in turn is opposite oneof said ring gears so that'when the valves I02 are closed over the port I04, each of these valves becomes independently a safety 25 valve to relieve the pressure within the-chamber which is built up by the oo-action of the ring gear and its idler. When the organization as an entirety is moved to the position shown at Figure 2, all of these ports are open and all of the ring 0 gears are therefore relieved.

The double valve controls a port which registers with the driving ring gear I09 which is similar to the ring gears 12 and rotates about idlers IIO (see Figures 1 and 2) and engages a gear III rigidly connected with the driving shaft 50. The idlers IIO are journaled upon trunnions II2 which are integral with or form a part of the unitary organization of the cone 64. This ring gear I09 operates between walls II3 the same 40 as the walls 13, so that the driving ring gear I09 operates in all respects similar to the ring gears 12 and is relieved by the double valve I02 shown at Figure 8. i

A reversing valve is also carried by the housing. 45 The shaft H4 is journaled in the housing 52 and is provided with a' spring I I5 tending to hold the valve in normal position. The valve is surround- ,ed by a housing H6, and the shaft carries a fin II1 therein, and means to be hereinafter more fully described is provided for exerting pressure upon said fin to operate the shaft. The shaft is hollow as indicated at II8 for a distance, and has ports H9 and I which are located opposite two of the ring gears 12. The shaft is also provided with a gear I2I which is in engagement with a gear I22 encircling the cone 64. The passage I I8 through the shaft communicates with a port I23 and carries an arcuate valve member I24 which is provided with graduated perforations I25. These graduated perforations I25 cover a port I26 in the arcuate wall I21 so that the flow through these ports in the mariner of reversing may be graduated to a nicety.

The ring gear I22 (see Figures 1 and 4) carries abutments I28 with spring guides I29 carried thereby, springs I30 being mounted upon said guides and bearing against abutments I3I integral with a ring I32. The ring I32 is provided with peripheral screw threads I33 engaging with screw threads I34 formed in the housing'52. The actuation of the ring gear I22 by thegear I2I operating through the springs I30, will rotate the gear ring I33 in engagement with the screw threads just described to clamp this ring I33 7 against the annular part I35 of the cone 64. This clamping of the cone by the ring I32 locks the cone rigidly in engagement with the housing so thatthe power transmitted from the driving shaft 50 is reversed in the manner to be hereinafter more fully described.

Mounted to slide upon the driven shaft 5I is a clutch member having oppositely inclined clutch parts I36 and I31. The clutch member is mounted to slide upon the driven shaft 5| and is held against rotation by the spline I38. A spring I39 tends to hold the clutch part I36 in looking engagement with the stepped gear by engaging the inclined inner surface thereof as indicated at Figure 1. At the opposite movement of the clutch, the part I31 engages the inclined part I40 which is rigidly secured to the driving shaft by any convenient means as the bolt I4I engaging the flanged hub I42 which is splined to the driving shaft as indicated at I43. To move the clutch member against the tension of the spring I39, a collapsible chamber member I44 is located to bear against the collar 63 at one end and against the clutch member at the opposite end.

A passage I45 is provided through the driven shaft 5I and by means "of a branch passage I45 communicates directly with the collapsible chamber member I44. The hub I41 of the housing 52 which journals the shaft 5I is provided with an annular furrow I48 communicating with the passage I45. Pressure for operating this will be discussed in later description.

Mounted also upon the driven shaft 5I is a centrifugal governor shown in section at Figure 1 and in elevation at Figures 18 and 19. This comprises a housing I49 having a hub I50 splined to the shaft 5I as shown at I5I so that the housing rotates with this driven shaft 5|. this housing, pintles I52 and I53 are erected and thereon are fulcrumed the heavy centrifugal weights I54 and I55 and the lighter centrifugal weights I56 and I51. These heavy centrifugal weights I54 and I55, as will be noted especially from Figures 18 and 19, respectively carry segmental gears I58 and I59 which engage a gear I60 carried upon a. sleeve I6I (see Figure 1). The heavier centrifugal weights I54 and I55 are respectively controlled by springs I62 and I63, while the light centrifugal weights are similarly controlled by springs I64 and I65.

The light centrifugal weights I56 and I51 carry respectively segments I66 and I61, while the heavy centrifugal members carry the segments I68 and I69.

When, therefore, the several centrifugal governor members expand from the position of rest as shown at Figure 18 to or toward the completely expanded position at Figure 19, the segments I58 and I58 will rotate the gear I60 relative to the sleeve I10 which underlies the sleeve I1I integral or rigidly connected with the gear I60. At Figure 1, the scale is so small that the relation of these parts is not clearly demonstratable. At Figure 20, a detail is shown. As will be seen therein, the sleeve I10 is provided with internal spiral threads I12 engaging complementary spiral threads I13 on the sleeve I14, which operates within the sleeve I10 This sleeve I14 immediately embraces the shaft 5i and is splined thereto by the spline I15 so that it will rotate with the shaft, but may slide longitudinally when the sleeve I10 is rotated, by the gear I60. The sleeve I14 is provided with a furrow I16 which engages a tongue I11 of a rack I18 which is mounted to slide in a guide Within (iii way I19 secured to the housing in any approved manner as by the offset I80. This rack I18 engages a gear I8I which is carried upon the shaft I82. This shaft I82 (returning to Figure 1) is shown as being journaled in the housing and carrying a bevelled pinion I83 engaging a bevelled gear I84. At Figures 14 and 15 the latter is shown on an enlarged scale. The gear I84 is held loosely upon the shaft 90 bymeans of a collar I85 splined to said shaft.- The gear I84 carries annular walls I86 and I81 between which is located a spring I88.

The walls I86 and I81 have shoulders against which washers I89 and I90 are held by means of the spring I88 forming an interval between said washers within which is located an abutment I9I carried upon a disk I92 rigidly secured to the shaft 90 in any approved manner as by the set screw I93. It will be obvious, therefore, 0 that the gear I84 may rotate in either direction relative to the shaft 90 by the compression of either side of the spring I88. 4

For the purpose of controlling the various instrumentalities, a gear pump I94 is mounted upon the housing in such position as to drain the oil or other hydraulic agent from the bottom of said housing- This gear pump I94 is of the usual and ordinary type and is driven from a worm I95 mounted upon the driving shaft 50. It is provided with a relief valve not shown, which is the usual and ordinary accompaniment of such gear pumps. A pipe I96 leads off from this gear pump. By reference to the diagrammatic Figure 25, it will be seen that this pipe I96 communicates with the manual control system. This manual control system comprises a shaft I91 journaled in the housing I98 shown at Figures 26 and 21. Within this housing I98 are mounted three disks I99, 200 and 20I. Disk 20I is rigidly secured to the shaft as by the spline 202 and embracing the shaft is a sleeve 203 to which disk 200 is secured as by the spline 204. The disk I99 is mounted to oscillate upon the sleeve 203. Mounted also upon the sleeve 203 is a second sleeve 205 (see Figure 21).

Mounted upon the sleeve 205 is a clutch member 206 which has engagement with the sleeve 205 by means of a pin 201 in a slot 208. The clutch member 206 is provided with an annular 5n furrow 209 engaged by a pin 2I0 carried upon an arm 2. The clutch member 206 may, as actuated by the arm 2, engage either of the clutch faces 2I2 or 2I3. These clutch faces 2I2 and 2I3 respectively carry gears 2I4 and 2I5 The sleeve 203 is preferably integral with an annular part 2I6 which by means of the flange 2I1, forms with the gear 2I5 an annular passage within which is located the spring 2I8. The sleeve 205 carries an abutment 2 I 9 operating within this annular chamber against the tension of the spring 2I8. Adjacent to the disk 2I6 is a disk 220 which is pinned or otherwise rigidly secured to the shaft I91, a pin 22I being shown for the purpose. similar in all respects to the disk 220. Each of these disks is provided withspaced recesses 223 and 224 as shown more particularly at Figure 24. Directly beneath the shaft I91 a sleeve 225 is mounted with an inner sleeve 226 rotatable there- {0 in. The sleeve 225 carries two arms 221 and 228 with rollers 229 and 230 thereon. The inner sleeve 226 similarly carries two arms 23I and 232 with similar rollers 233 and 234. These several The gear 2I4 carries a disk 222 sleeve 225 is provided with a finger 235 and the sleeve 226 with a finger 286 between which a spring 231 is positioned normally spreading said fingers and contracting the arms 221 and 23I to engage in the recesses.

The outer sleeve 225 is providedwith ports 239 and 239, while the inner sleeve is provided with ports 240 and 2 which register when the arms 221 and 23I are separated by the contraction of the springs 231. The port 240 is a passage all the way through the inner sleeve 226 and the sleeve 225 has another port on the opposite side (not shown). The port 24I communicates with the passage from which it forms a by-pass.

The disk 222 carries a drum 242 rigidly mounted thereon or integral therewith, and abutting against the disk valve member I99. This disk valve member I99 carries an ear 243 with a pin 244 rigidly secured thereto. A detent 245 is pivoted to the ear 243 at 246 and a spring 241 spans the pivot 246 and is adapted to hold the detent at either limit of its movement upon this pivot.

The limit of the movement of the detent 245 are the abutments 248 and 249, which are shown in their proper location in the diagrammatic Figure 25 and in dotted lines at Figure 27. This disk valve I99 is also provided in its periphery with notches 250 and 25I and a detent 252 is controlled by a spring'253 to enter said notches at either of the movement limits of the disk. This disk I99 is also provided with a detent 245 against which abuts a pin 255 inserted through a slot 256 in the sleeve 203 and rigidly secured in the shaft I91. v

The disk valve I99 has about its perimeter spaced passages 251, 258, 259 and 260, communicating with conduits inserted through the housing which will be hereinafter more fully describedf The disk 200 likewise has a notch 26I in its perimeter with a detent 262 controlled by a spring 263. This disk has about its perimeter also passages 264 and 265, and a limiting slot 266. A limiting abutment 261 is formed inthe housing to engage the shoulders at the limit of movement of the slot 266.

The valve. disk 20I has formed about its perimeter passages 268 and 269 with a limiting slot 210. The limiting slot 210 also provides a pocket 21I between one of the limits of said slot and the abutment 212 which is inserted from the housing into this slot. The housing is provided with a pluralityof conduits which will be more fully described herinafter. 4

At the end of the bank of disk valves, a disk 213 is provided having an abutment 214 extending into an arcuate slot 215 in the disk 20I and a spring 216 located in said arcuate slot, bearing at one end against the limit of the slot and at the opposite end against the abutment 214. This abutment may be adjusted along the arcuature of the slot 215 by the rotation of the disk 213 which is accomplished by means of the worm 211 and knurled head no.

At Figures 29, 30 and 31 are shownmanual and foot controls for the several elements hereinbefore described. In those figures, 219 will be assumed to be the floor upon or under which the mechanismis located; The housing I98 journaling the shaft I 91, is mounted immediately be heath-said floor 219. The gear 2I5 upon said shaft is shown in said figure with a pinion 280 engaging said gear, and as will be seen from Figures 21 and 30, said pinion 230 engages both of the gears 2H and 2I5.

As has been noted, these gears are free to rotate a limited distance, and such rotation is im- 5 parted thereto by a shaft 28 I which carries a gear 282 engaged with a pinion 283 carried upon the shaft 284. The shaft 284 has an arm 285 extending therefrom, which is engaged by a link 286 from the accelerator pedal 281. No connection to this pedal for the purpose of accelerating engine speed is shown. Such connection will be as usual, the link 286 and other parts being additional to the usual equipment. It is obvious that when the pedal is depressed, the shaft 28I and the gear 282 will be rotated to rotate both of the gears 2I4 and 2I5. Either of these gears may be connected with the shaft I91 by means of the clutch which is moved by the arm 2 as above described. To move this arm 2I I, a rod or shaft 286 is provided'with a pinion 289 engaging another pinion 290 which is carried rigidly upon a shaft 29I controlled by the lever 292. This lever 292 is to be mounted upon the dash or instrument board'or other place convenient to access. The shaft 29I is surrounded by a sleeve 293 which connects with a collar 294. The collar 294 carries an arm 295, and by a ball and socket' joint 296, connects with the rod 291. This rod 291 (see Figure 24) is hollow at its lower end and contains a spring 298 controlling a finger 299 at the end, which said finger 299 is positioned to at proper times enter openings 299' and 299' of the sleeves 225 and 226 (see Figures 22 and 24), and hold the ports 238 and 240 in register to provide the passage through the cooperating sleeve valve. The sleeve 293 is provided with a lever 300 which is secured thereto as at 30I and is adjacent to the lever 292.

40 In this installation, brake pedal levers 302 and 303 are fulcrumed in'the usual manner at 304. There are two of these brake. pedals similar in general respects, and they respectively carry'segments 305 and 308. The latter segment is pro vided along one side with a plurality of rack teeth 301 which are engaged by a detent 308 shown at Figure 29 but omitted from Figure 31. This detent 308 is fulcrumed at 309 to any convenient part of the mechanism as the bracket 3 I0 shown in dotted lines at Figure 29 and in full lines at Figure 1. The detent 308 is operated by a link 3 which is pivoted to a bell crank lever 3l2. The bell crank lever 3I2 is provided with a ball and socket joint 3I3, one part of which is the link 3I4 extending to another ball and socket joint 3I5 carried by the arm 3I6 connected to the collar 3I1, carried upon the sleeve 3I8. The sleeve 3I8 is provided with a lever 3I9 similar to the levers 292 and 300. It will be observed, that only one of the brake levers is provided with the segmental rack, and this brake lever will displace the usual emergency brake found upon motor vehicles, releasing the hand of the operator from any brake control.

Mounted also adjacent to these parts is an auxiliary pedal 320 fulcrumed at 32I with a spring 322 for maintaining it yieldinglyin normal position. To this pedal is attached an arm 323 pivoted to a link 324. This link 324 is pivoted at 325 to 70 a lever 326 rigidly connected with the shaft I91.

The brake segments 306 are provided with recesses 321 and 328 having inclined lower or rearward margins as indicated at 329. Adjacent to the perimeter of these segments, a block 330 75 is journaled by means of trunnions 33I and ears to the passage.

332. This blockcarries rigidly and preferably in- "tegral therewithian arm 333. There is also pivotally connected with the block an arm 334 having a finger 335 turned downwardly within the ,recesses 321 and 328. This arm 334 is pivoted at 338-so that it may swing laterally. When either of the brake levers 302 or 303 are moved independently, the inclined shoulder 329 will merely swing the arm 334 entirely into the recess of the segment not moving and, therefore, have no effect upon the arm. When, however, both of the segments are moved simultaneously, the finger 335 engages in the lower part of the inclined shoulder 329 and is lifted upon the fulcrum consisting of the trunnions 33I. the lever 333 in the direction indicated by the arrow and against the tension of the spring 331. The upper end of this lever 333 has a cam formation at 338 operating under the lever 339. This lever 339 has a pawl 340 which engages in a notch 3 formed in the sleeve 2". The head 338 of the lever 333 performs another function in that when it moves in the direction indicated, it enters between the prongs 342 and 343 also carried upon the ring 2I'I.

. This lever 339 is also operated in another manner. A shaft 344 is journaled parallel to the shaft 90 and carries a lever 345 which engages under a cam extremity of the lever 339 as shown more row, the recess 265 which covers the end of the conduit I98 from the pump I94 will span the pipe 348. It is to be understood, of course, that any type of liquid may be employedto operate the hydraulic transmission. As at present. understood, however, some grade of oil is considered the best medium. The oil not only transmits the I power, but also lubrlcates. The oil from the pump, therefore, through the pipe I96 will enter the recess 265 and the pipe 348. In this pipe 348 is introduced a relief valve shown as an entirety as 349 and in detail at Figure 28. This relief valve comprises a housing having a valve seat 350 upon which is seated a valve 35I held to position by a spring 352. Through this valve 35I a valve stem 353 passes with a valve 354 carried by said valve stem and closing an annular orifice 355, which communicates with the interior of the housing by passages 356. A spring 351 holds this valve also to seat. Liquid passing in the direction indicated by the arrow at Figure 28 will unseat the valve 354 and pass through and along the pipe 348.

The spring 352 is a relatively light tensioned spring which offers but relatively small resistance Having passed this valve 349, the liquid enters the disk valve 20I, passes through the recess 268 and emerges from the pipe 358 where it passes tothe pocket 359 at the rear of the vein 98 on the shaft 90. When the vein 98 has been moved to the limit of its movement, the

back pressure will build up in the pipe 360 and passing the valve 36I, will enter the recess 258 of the disk I99, and emerge from the pipe 382 which is in communication with" the passage I48 formed in the bearing I41 and with the passage I48 through the shaft H (see Figure 1). The oil passing through this passage I45 is delivered to the expandible chamber I44 and acts upon the sliding clutch'member. With the valve I99 rotated in the direction indicated by the arrow until the detent 252 engages in the notch 258. the oil pressure built up in the pipe 360 passes through the recess 258 and emerges from the pipe 363. This pipe 383 communicates with the pocket at the rear of the fin I01 (see Figures 3 and 4).

Pressure also builds up in the pipe 364 which communicates with the pocket 365, controlling the valve 9| (see Figures 2 and 16).

With the disk 20I located a step in the direction indicated by the arrow, the recess 269 will span the pipe 348 and the pipe 366 which communicates with the chamber at one side of the fin 98 (see Figures 3 and 4).

For reversing, the disk 200 is moved in the direction opposite to that shown by the arrow, whereupon, pressure from the pump through the pipe I96 will be delivered to the pipe 361 which communicates with the pocket 368 at one side of the fin II1 (see Figure 3). A pipe 369 is also provided communicating with the chamber 15 (see Figure 2) and extending to the pocket 21I controlling the disk 20 I.

In operation, the driving shaft 50, being driven from the motor, will drive the gear pump I94 and oil will pass through the pipe I96 to the disk valve 200. The disk valve as shown in diagrammatic figure 25, is in neutral and no action will result, and the pressure in the gear pump will be relieved by the relief valve forming a part of the organization of that pump, not shown. In this position, also, the clutch part I36, under the action of the spring I39, couples the driven shaft and the stepped gear 54. Depressing the accelerator pedal 281 will rotate the pinion 282 which is connected through the shaft 28I with the gear 280 which is in engagement with both gears 2 and 2I5. The clutch member 206 is normally in engagement with the gear 2 I 4 so that the rotation of the pinion 280 will be transmitted through thegear 2 to the drum 242. The engagement of the detent 245 with this drum in the relation shown at Figure 25, will move the disk I99 until the detent 252 engages in the notch 250. At this position, the detent 245 has engaged the abutment 248 which has snapped the detent out of engagement with the drum 242, and by reason of the spring 241 passing the pivot 246 will hold that detent in such position that the disk I99 is subject to further movement.

The movement of the clutch with the gear 2 will also rotate the sleeve 205 and the abutment 2I9 which, acting against the spring 2I8, will rotate the disk 2I6 and sleeve 203. The sleeve 203 being fixed to the disk 200, will rotate that disk in the direction indicated by the arrow. This will move the 'disk so that the recess 265 spans the pipe I96 through which oil pressure is being delivered and deliver that pressure to the pipe 348.

By reason of the valve 349, pressure will build up in the pipe 364 which communicates with the pocket 365 (see Figure 2) and to move the valve 9I in the direction indicated by the arrow. Referring now to Figure 16, it will be seen that this movement of the valve 9I in the direction indicated by the arrow will move that valve over the port 93. The rotation of the driving shaft 50 has been communicated through the gear III to the idlers IIO. These idlers IIO rotating with the gear III and normally held against movement by 7 the trunnions II2, will tend to rotate the driving ring gear I09. Thisdriving ring gear I09 will, therefore, move in the direction indicated by the arrow at Figure 2, and by engagement with the idler I09, will deliver oil from the housing to the pocket 15. So long as the port 93 is open, the oil so delivered will pass freely through this port and run back into the housing. As the valve 9| closes, however, the perforations 94 will gradually close this port until complete closure has been attained, whereupon, the ring I09 will be arrested in its movement and held stationary.

The power of the gear I II on the driving shaft will then be transmitted through the idlers to rotate the cone 64, the trunnions I I2 being integral with such cone. The rotation of the cone 64 will carry with it all of the several idlers 65, 66, 61, 68, 69, 10 and H. These idlers also all in engagement with the stepped gear 54, will travel about said stepped gear, and being also in engagement with all of the ring gears 12, will move said ring gears at different speed ratios because of the different gear ratios of engagement. The pressure which is delivered through the pipe 364 to the pocket 385 (see Figure 2), will build up in that pocket and overflow through the pipe 364. The movement of the sleeve 203 to move the valve 200 has also resulted in the movement of the valve I99.

Pressure now will pass through the valve 349 to the recess 268 emerging from the pipe 358 which communicates at the back of the fin 98 (see Figure 3), moving that fin in that direction, and rotating the shaft 90. The rotation of the shaft 90 will move the main valve 19. In initial position, the relation of the ports of the valve 19 and the ports 11 and 18 (see Figures 6 and '7) are such that the port opening from the ring gear 12 controlled by the idler 10 is closed, consequently, the oil carried by this ring gear when subjected to the idlers and by reason of the closure of the port 8|, will stop this ring gear so that it can no longer rotate.

The stoppage of this ring gear and the rotation of the cone 64 transmits the speed resulting from such rotation and stoppage of the ring gear to the gear 60 of the stepped gear. At the same time, all of the several idlers 69, 68, 61, 66 and 65 are progressively travelling at a. greater speed, but-the ring gears are able to move because the ports corresponding to such ring gears are open. The ring gear carried by the idler 69 is, therefore, pumping oil through the port 82 into the passage 81 and outwardly through the port 80 to the ring gear carried by the idler 1I. As the gear ratio of these several gears is properly maintained, the idler 10 will have the assistance of the idlers 69 and H in the rotation of the stepped gear. As, however, the pressure builds up back of the fin 98, this main valve will be oscillated to successively cover the ports 82, 83, 84 and 85, and at the same time throwing the ports open upon opposite sides of said covered port in communication with the passage 81 so that whichever ring gear is stopped by the closing of its ports, it

v will have the assistance of the gearing upon each side. In other words, the ring gear carried by the idlers 10 is the low gear and the ring gear carried by the idlers 66 is the high gear, the idlers 65 and H adding at the opposite ends of the scale their assistance respectively to the high and low gears mentioned.

The building up of the pressure back of the fin 98 will, therefore, gradually build up the speed at which the stepped gear is rotated.

When the mainvalve has been moved by the fin. 98 to the complete-high position, the building up of the pressure in said fin will cause the oil under pressure to pass through the pipe 360 and the recess 258, emerging from the pipe 362 which, as also seen from Figure 1, communicates with the bore I45 through the shaft 5| and with the expansible chamber I44. The expansion of the chamber I44 will move the clutch member against the tension of the spring I38 to release the clutch face I36 and engage the clutch face I31 directly with the cone I40, which is carried directly upon the driving shaft 50 so that at this point the driven shaft is connected directly with the driving shaft.

At such times as it is desirable to reduce the speed ratio of the driven shaft 5| to less than the driving shaft 50, it is necessary again to bring into action the main valve 19 .and it is, therefore, desirable to have this valve always so positioned that the ring gear, whose port is closed, will be the exact speed ratio maintained by the driven shaft 5I. This is accomplished through the centrifugal governor. As the centrifugal governor units expand to rotate the gear I60, it is communicated through the sleeve I10 to move the sleeve I14 and thereby move the rack I18 and rotate the'gear' I8I and shaft I82 (see Figure 20). The shaft I82, carrying the pinion I83 (see Figure 1) will en a e the gear I84 (see Figures 14 and 15). 'This will cause the gear I84 and the housing I81 carried thereby to put under tension the spring I88.

When, therefore, the main valve 91 has been released from operation, the position of this valve is maintained by the governor in accordance with the speed of rotation of the driven shaft 5|.

When it is desired to stop, the accelerator pedal being released, the disk valves I99 and- 200 will be moved backwardly until the recess 268 in the disk valve 20I will form communication from the pipe 348 tothe pipe 366. The release of the accelerator pedal will, of course,

" slow down the engine in the usual manner and the governor will, as hereinbefore described, actuate the main valve 19 until the lower speed ratio has been reached.

At this point, the gear I84 which carries the shoulder 341 will have reached such a point that said shoulder will engage the lever 346 (see Figure 1) and oscillate the shaft 344. The oscillation of this shaft 344 (see Figures 2, 3 and 18) will propel the lever 345 against the lever 339 (see Figure 29) lifting said lever so that the finger 340 thereon will be disengaged from the recess 34I upon the flange 2I1. Thespring 2I8, acting against the abutment 2I9, will thereupon throw the several disk valves I99, 200 and 2M to normal position and the brakes applied in the usual manner will bring the vehicle to a rest. This, of course, is a normal stop. The action of the several parts as noted, will be accelerated by the application of the brake which will slow down the driven shaft 5I and there-. fore, the action of the governor and the train of action above outlined.

In case of an emergency stop, both brake pedals 302 and 303 are depressed either simultaneously or in sequence. This depression of both of these brake pedals will lift the arm 334 and actuate the lever 333 against the tension of the spring 331. The movement of this lever 333 through the medium of the cam head 338 raises the lever 339 to release the parts as above outlined. For

emergency, however, the normal action of'the parts is accelerated by the cam head 338 engaging between the horns 342 and 343. These horns are mounted upon disk 200 and therefore instantly operate this disk valve which is the main control valve.

As will be noted, the pipe 366 acts upon the opposite side of the fin 98, and the pressure will, therefore, turn the main valve 19 backwardly until the gear ratio has been lowered to correspond with the load. Preceding this, the rotation of the disk valve I99 in the direction opposite that ind cated by the arrow, will put the pipe 362 in communication with the outlet 31I.- This will permit the oil contained in the expansible chamber I44 to drain out, whereupon, the spring I39 will release the clutch from engagement with the driving shaft and connect the stepped gear only with the driven shaft. At the same time, the pipe 358 which has furnished pressure upon the side of the fin to move the main valve to higher position will drain the oil through the reoess 268 and out through the pipe 312 back into the casing.

For reversing, the reversing lever 292 isoscillated to oscillate through the shaft 288 the lever 2, which will throw the clutchmember 206 to the position opposite that shown at Figure 21..

Now depressing the accelerator pedal 281, will reverse the motion of the disks I99 and 200 so that the recess 265- (see Figure 25) will move to cover thepipe 361. Thus the oil pressure from the pump passing through the pipe I96-'wlll emerge to pipe 361. By reference to Figure 3,

it will be seen that-pipe 361 communicates with pocket 368 at the rear of fin I I1 upon shaft II4. Referring now to Figures 2 and 11, it will be seen that this rotation will gradually move the perforated valve I24 to close the port I26 and to move still further until the passage I23 is in communication withsaid port I26. The rotation of the shaft II 4 rotates the gear I2I whichis in mesh with the gear I22. This gear I22 will thereby be moved, moving the abutment I28 against the tension of the spring I30. acting against the abutment I3I, will rotate the disk I32. This disk I32, as will be noted especially from Figure 1 has a threaded connection with the housing 52 and the rotary movement will clamp this disk I32 rigidly against the flange I35 7 of the cone 64. The cone 64 will therefore be locked against movement and the idlers III] carried thereby will be held by fixed journals. The rotation of the gear II I fixed to the driving shaft 50 will therefore rotate the ring gear I09 and will force oil through the passage I26 see Figure 2) by reason of the engagement of the idler I09 with the ring gear I09.

The oil under pressure entering such passage will pass through the bore 8 of theshaft II4 (see Figure 11) and will emergefrom the ports II9 "nd I20. These ports H9 and I20 are located opposite the ring gears 12 carried by the idlers 10 and 1|. It will therefore drive the ring gears in the reversed direction, and by reason of the fact that the cone is held stationary, the id- I lers 10 and H will transmit power to the stepped ge1r 54.which will rotate the stepped gear in the direction opposite the original rotation, and

therefore, reverse the movement of the vehicle or- 200, and draining through the port 314 back into the housing.

For free wheeling", the lever l1-is actuated to operate through the collar 294 the rod 291 and finger 299, to withdraw said finger from engagemerit with the openings 299' and 299" (see Figures 22 and 29). This provides for the actuation of the valve which is shown in Figure '25 as 36I. The showing at 36I is merely a conventional three-way valve and is shown to clarify understanding of the operation of the valve structure as shown at Figure 22.

In accordance with the diagrammatic showing, the withdrawal of the finger 299 will have the effect of rotating valve 36I a quarter turn in the direction indicated by the arrow, whereupon, the

pipe 360 will drain back to the housing.

It will be understood, of course, that at this time, the disk valve I99 is a step in the direction indicated by the arrow in advance of that shown in the drawings, so that the pipe 360 will then communicate with the outlet 363 which controls the shaft I05 (see Figure 8). The relief of pressure back of the fin I01 (see Figure 3) will permit the spring I06 to rotate the shaft I05 to move all of the valves I92 to open the various ports which control the chambers 15, permitting all of the ring gears 92 and I09 to float freely, but valve 9I controlling the clutch does not move.

the worm 211.

The disk valve 20I moves only when the engine is overloaded causing extreme pressure in the chamber 15 (see Figure 2). This pressure is relieved through pipe 369 which communicates with pocket 21I of said valve 20I moving said valve in the direction of the arrow and against the pressure of spring 216 which is controlled by the abutment 214 adjustable as has been explained through the medium of the disk 213 and The movement of this valve 29I as noted, will cause oil to flow from the pipe 348 through the recess 269 into the pipe 366 (see Figure 3) moving the fin 98 in the direction opposite the arrow, or toward low".

The same result 18 manually attained by depressing the foot pedal 329 (see Figures 29 and 30) which, open .ing through the lever 323 and link 324, moves the lever 326 which likewise moves the disk valve 2III as described with the same result.

At an other times, the disk valve 20I is held by the spring 216 in the position shown at Figure 25, that is to say at high".

Of course, the hydraulic transmission, herein illustrated may be modified and changed in various ways without departing from the invention herein set forth and hereinafter claimed.

The invention is hereby claimed as follows:

1. A hydraulic transmission comprising a driving shaft and an alined driven shaft, a stepped gear mounted upon the driven shaft, a clutch adapted at times to connect the driven shaft and stepped gear rigidly together, planetary gearing surrounding the stepped gear, hydraulic means for stopping elected planetary units, manual means for initiating the hydraulic action, and

mechanical means progressively stopping other of said planetary units.

2. A hydraulic transmission comprising a driving shaft and an alined driven shaft, a. stepped gear mounted upon the driven shaft, a clutch adapted at times toconnect the stepped gear and driven shaft, a-plurality of planetary gear systems embracing the stepped gear, a wall coacting with the planetary gear systems and provided with ports, a valve adapted to progressively close continuing the'movement of said valve.

said "ports. tostop units of 'the planetary gear systems progressively, manual means to initiate action of said valve, and mechanical means for 3. A hydraulic transmission comprising a driving shaft and an alined driven shaft, a stepped gear mounted upon the driven shaft, a clutch adapted at-times to connect the stepped gear to the driven shaft, a plurality of planetary gear systems embracing the stepped gear, a wall coacting with the planetary gear systems and provided with ports, a valve mounted to progressively close said ports to stop the planetary gear parts successively, and means at the termination of said valve movement to move said clutch from connection with the driven shaft to connection with the driving shaft.

4. A hydraulic transmission comprising a driving shaft and an alined driven shaft, a stepped gear mounted upon the driven shaft, a clutch splined to move longitudinally upon the driven shaft and to at times make connections with the stepped gear, a plurality of planetary gear systems embracing the stepped gear, means to actuate the entire planetary systems, hydraulic means tending to interrupt movement of a unit of one of said planetary systems and transmit the moving'stress to the stepped gear, means to progressively change the hydraulic control to intersaid gear rings adapted to educt liquid interrupted by the conjoint action of the ring gears and idlers, a valve arranged to progressively close said ports to interrupt the rotation of the ring gears, and hydraulic means to move said valve to progressively close said ports.

6. A hydraulic transmission comprising a driving shaft and a driven shaft, a stepped gear mounted upon the driven shaft, a plurality of planetary gear systems surrounding the stepped ear having upon the exterior internally and externally toothed gear rings, idlers mounted in engagement with each of said gear rings, a wall provided with ports corresponding to each of said gear rings adapted to educt liquid interrupted by the conjoint action of the ring gears and idlers, a valve arranged to progressively close said ports to interrupt the rotation of the ring gears, hydraulic means to move said valve to progressively close said ports, and manually controlled means for initiating the said hydraulic means.

7. A hydraulic transmission comprising a driving shaft and a driven shaft, a stepped gear mounted upon the driven shaft, a plurality of planetary systems embracing said stepped gear, said planetary systems each embodying a ring gear and idlers interlying the ring gear and the stepped gear, other idlers engaging the exterior of said ring gears and co-acting therewith as a gear pump, a wall provided with ports positioned to educt liquid motivated by said pump action, a valve having ports positioned to communicate with some of said first mentioned ports and to with, other idlers cooperating with the exterior of close others of first mentioned ports, hydraulic/the ring gears and functioning therewith as gear pumps, a wall provided with ports positioned to means for moving the valve to close progressively the ports of the ring gears in series, and manual means to control said last mentioned hydraulic action.

8. A hydraulic transmission comprising a driving shaft and a driven shaft, a stepped gear onthe driven -shaft, a plurality of planetary gear systems embracing said stepped gear, each of said systems including a ring gear and idlers interlying the ring gear and the stepped gear, other idlers co-acting with the exterior of the ring gear as gear pumps, a wall having ports positioned to educt liquid resultant from said gear pump action, a valve adapted to progressively close some of said ports to interrupt the movement of the ring gear and transmit power to the stepped gear, a centrifugal governor carried by the driven shaft, and means connecting said centrifugal governor with said valve to move said valve in consonance with the rotation of the driven shaft.

9. A hydraulic transmission comprising a driving shaft and a driven shaft, a stepped gear mounted upon the driven shaft, a cone embracing said driven shaft and journaling idlers intermeshing with the several gears of the stepped gear, ring gears embracing the idlers, other idlers co-acting with the exterior of said ring gears as gear pumps, means to drive the cone and the idlersin planetary action about the stepped gear, a wall provided with ports positioned to educt liquid moved by the said gear pump action, a valve positioned to close some of said ports, a centrifugal governor carried by the driven shaft, means connecting the centrifugal governor with said valve to move said valve to close ports in consonance with the rotation of the driven shaft, and means to at times disconnect the stepped gear from the driven shaft and connect the driven shaft directly to the driving shaft.

10. A hydraulic transmission comprising a driving shaft and a driven shaft, a stepped gear mounted upon the driven shaft, a clutch slidably mounted upon the driven shaft and normally making connection between said shaft and stepped gear, a cone embracing the stepped gear and journaling a plurality of idlers-intermeshing with the gear of the stepped gear, a plurality 'of ring gears embracing the idlers, means to drive the cone from the driving shaft, other idlers cooperating with the exterior of the ring gears as gear pumps, a wall provided with ports positioned to educt the resultant liquid of said gear pump action, a valve'positioned to close some of said ports, hydraulic means to move said valve to progressively close said ports, a centrifugal governor carried by the driven shaft, means connecting the governor to move the valve in consonance with the rotation of the driven shaft, means at the limit of progressive movement of the valve to move the clutch from engagement with the stepped gear into engagement with the driving shaft, means to relieve all of the ring gears, and

manual means to control ,the hydraulic actuation of the valve.

11. A hydraulic transmission comprising a driving shaft and a driven shaft, a stepped gear mounted upon the driven shaft, a clutch splined to move upon the driven shaft, means to hold the clutch normally in engagement with the stepped gear, a cone embracing the stepped gear, a plu rality of idlers journaled in said cone and intermeshed with the gears of the stepped gears, ring gears embracing the idlers and intermeshed thereeduct liquid through saidgear pump action, a

valve positioned to progressivelyclose said ports to interrupt the eduction of liquid, means operative at the end of said progressive valve action to shift the clutch from engagement 'with the stepped gear into engagement with the driving shaft, another valve organization closing other of said ports, and hydraulic means to actuate said last mentioned valve organization to open all of the ports closed thereby.

12. A hydraulic transmission comprising a driving shaft, a gear mounted upon the driving shaft, a plurality of idlers engaging said gear, a cone having trunnions inherent therein journaling said idlers, a ring gear embracing said idlers, another idler engaging the exterior of said ring gear and cooperating therewith as a gear pump, a wall provided with a port positioned to educt liquid from said gear pump action, a valve adapted to close said port, manual means for actuating said valve to close said port and rotate .said cone, a driven shaft mounted axially within the cone, a stepped gear carried by the driven shaft and located within the cone, a plurality of idlers carried by the cone and intermeshed with the gears of the stepped gear, ring gears embracing said last idlers, other idlers engaging the exterior of said last mentioned ring gears and cooperating therewith as gear pumps, a wallprovided with ports positioned to educt liquid from the action of said gear pumps, a valve adapted to move to interrupt the action of said gear pumps progressively to stop said ring gears, hydraulic means for moving said valves, and manual means for controlling said last mentioned hydraulic means 13. The combination with a prime mover having a throttle, a load, a geared transmission from the prime mover to the load, automatic means to vary the gear ratio of transmission, and means initiated from the throttle to initiate said automatic means, the while maintaining the trans- J interrupting mechanism controlled from the driven shaft;

15. A hydraulic transmission comprising adriving shaft and a driven shaft, a stepped gear car-- ried bythe driven shaft, a plurality of planetary gear systems embracing and cooperating with said stepped gear, means to interrupt the action of said planetary systems progressively, hydraulic means for moving said interrupting means, a centrifugal governor carried by the driven shaft,

and means connecting said centrifugal governor with said interrupting means to maintain said interrupting means constantly in a position consonant with the speed of rotation of the driven shaft.

16. Ahydraulic transmission comprising a driving shaft and a driven shaft, a clutch splined upon the driven shaft, a stepped gear mounted upon the driven shaft, means to normally hold the clutch in engagement with the stepped gear, a

6 able at the termination or said progressive acplurality of planetary gear systems embracing said stepped gear, means to progressively interrupt the action of said planetary systems to trans-' mit power to said stepped gear, and means opertion to shift the clutch from engagement with the stepped gear into engagement with the driving shaft.

17. The combination of a driving part and a l driven part, a geared and variable system contin- 20 chronizes with the speed of the driving part.

18. The combination of a driving part and a driven part, a geared and variable system interconnecting the parts including stepped gear trains and a supplementary connecting system,

25 a governor, and means controlled by the governor selcting'the gear train from the stepped series of gears nearest the corresponding speed, and,

also the ratio from the infinitely variable supplementary system in consonance with the speed of the driven part.

19. The combination with a prime mover having a throttle, a variable transmission, a driven part, a governor, automatic means tending to synchronize the prime mover and the driven part,

means controlled by the governor independently of the transmission, selecting the ratio of transmission in consonance with the speed of the driven part, means tending to hold the prime mover and driven part in synchronism until a new ratio connection is initiated from the throttle, and means initiated from the throttle to engage the transmission at any ratio selected by said governor.

20. The combination of a driving part and a 5 driven part, a variable transmission interconnecting the parts, a governor, automatic means for varying the ratio of transmission independently of the governor, means controlled by the governor selecting the ratio of interconnection, and manual 0 means for engaging the transmission at any rati selected by the governor.

21. The combination with a prime mover having a throttle, a driven part, a variable transmission interconnecting the parts, automatic means varying the ratio of transmission and tending to synchronize the parts, and means initiated from the throttle initiating said automatic means.

22. The combination with a prime prime mover, a variable transmission, a part driven by the 0 transmission, a ratio selecting mechanism for the transmission, automatic means controlling the ratio selecting mechanism, a speed governor, and means by which the speed governor takes control from said automatic means, an automatic clutch, and positive driving means for engaging said automatic clutch.

23. The combination with a prime mover, a variable transmission, a part driven by the transmission, a ratio selecting mechanism for the 70 transmission, automatic means controlling the ratio selecting mechanism, a. speed governor, a torque governor, means by which the speed governor takes the control of the ratio selecting mechanism from said automatic means, and

5 means by which the torque governor exerts at all times a master control over said ratio selecti-ng' mechanism.

24. The combination with a prime mover having a throttle, a variable transmission, a part a speed governor,

driven'from the transmission, a speed governor,

a torque governor, a ratio selecting mechanism for the transmission primarily under the control of the speed governor, means by which the throttle takes the control of said selecting mechanism from the speed governor, and means by which the torque governor takes the control of the selectmg mechanism from the then functioning spggd g gvernorbor throttle.

e com ination witha rime mg a throttle, a variable tra smissi o a 5 b driven from the transmission, a speed governor a torque governor, a ratio selecting mechanism for the transmission primarily under the control of the speed governor, means by which the throttle takes the control of said selecting mechamsm from the speed governor, manual means for taking the control of the selecting mechanism from either the speed governor or the throttle, and means by which the torque governor takes the control of said selecting mechanism ifggm any one of the said means then function 27. The combination of a drivi I driven part, a geared and variabl s y e isi 33%).

connecting the parts, automatic to synchronize means tending 28. The

teroonnection, means for maintainin driving connection between the dnvingin cg rise rt parts while the ratio of said interconnection is varied, and automatic means to disconnect the dr ving and driven parts when the speed of the given part is reduced below a predetermined i 29. The combination with a prime mover having a throttle, a variable transmission, a part driven from the transmission, a speed governor a progressive ratio selecting mechanism for the transmission normally under the control of the speed governor, means by which said throttle takes the control of said ratio selecting mechanism from the speed governor, and means for engaging the transmission independently of ratio progression or sequence.

30. The combination of a driving part and a driven part, a. variable transmission interconnecting the parts, a speed governor, a torque governor, means controlled by said speed governor selecting the ratio of interconnectionin consonance with the speed of the driven part, manual means for engaging the transmission at any ratio selected by said speed governor, and means v '31. The combination of a driving part and a driven part, a variable transmission interconnecting the parts, a governor, means controlled by the governor selecting the ratio of interconnection,

automatic means to disconnect the driving and driven parts when the speed of the driven part is reduced below a predetermined rate, and manual means to preventsaid automatic means from acting. I

32. The combination of a driving part and a variably loaded part, a variable transmission interconnecting the driving part and loaded part, a torque governor, automatic means tending to synchronize the parts, means'controlled by said torque governor varying the ratio or transmission in consonance with the load, and automatic means to disconnect the driving part and loaded part when the speed of the loaded part is reduced below a predetermined rate.

33. The combination with a prime mover having a throttle, a variable transmission, a driven part, a governor, progressively actuating means controlled by the governor independently'oi the transmission selecting the ratio oi transmission in consonance with the speed of the driven part, and means initiated from the throttle to engage the transmission independently of the ratio progression or sequence at any ratio selected by said governor.v 34. The combination with a prime mover having a throttle, a drivenpart, a plurality of organizations adapted to interconnect the prime mover and driven part, means to employ at all times a variable plurality of said'organizations 40 to vary the ratio of said interconnection, automatic means controlling said variable plurality of organizations, and means initiated from the throttle initiating said automatic means.

35 The combination with a prime mover, a 5 variable transmission, a part driven by the transmission, a ratio selecting mechanism for the transmission, automatic means controlling the ratio selecting mechanism, a speed governor, a torque governor, means by which the speed governor takes the control of the ratio selecting mechanism from said automatic means, and means by which the torque governor can exert at all times a master control over said ratio selecting mechanism. 36. The combination with a prime mover having a throttle, a variable transmissioma part driven from the transmission, a speed g v n a, torque governor, a ratio selecting mechanism for the transmission normally under the control of the speed governor, means by which the throttle takes the control of said selecting mechanism from the speed governor, and means by which the torque governor takes the control of the selecting mechanism from the then functioning speed governor or throttle.

37. The combination with a prime mover having a throttle, a, variable transmission, a part driven from the transmission, a speed governor,

a torque governor, a ratio selecting mechanism for the transmission normally under the control of the speed governor, means by which the throttle takes the control of said selecting mechanism from the speed governor, manual means for taking the control of the selecting mechanism from either the speed governor or the throttle, and means. by which the torque governor takes the control of said selecting mechanism from any one of the said meansthen functioning.

38. The combination of a driving part and a driven part, a variable transmission interconnecting the parts, automatic means tending to synchronize the driving part and driven part, a governor, means controlled by the governor varying the ratio of interconnection, and automatic means to disconnect the driving part and driven part when the speed of the driven part is reduced below a predetermined rate.

39. The combination of a driving part and a I driven part, a variable transmission interconnecting the parts, means for maintaining constant driving connection between driving and .driven parts while the ratio of said interconnection is varied, automatic means tending to synchronize the driving and driven parts, a governor, and means controlled by the governor vary- .ing the ratio of interconnection.

40. The combination of a driving part and a driven part, a variable transmission interconnecting the parts, an automatic clutch, and a constant torque means operating said automatic clutch, said constant torque means embodying a positive drive for the said clutch.

41. The combination of a driving part and a driven part, a variable transmission interconnecting the parts, a governor, means controlled by the governor selecting the ratio of interconnection, an automatic clutch, and a positive driving means moving said automatic clutch.

42. The combination with a prime mover liav ing a throttle, a variable transmission, a part driven from the transmission, a governor, means controlled by the governor varying the ratio of interconnection, an automatidclutch, a constant rate driving means operating said automatic clutch, .and means initiated from the throttle initiating said constant rate driving means.

43. The combination of a driving part and a driven part, a variable transmission interconnecting the parts, a speed governor, a torque governor that is actuated solely by the load on the driving part, a constant ratio connection between the driving part and said governor that transmits the load variations to the governor, means controlled by said speed governor selecting the ratio 01 interconnection in consonance with the speed of the driven part, and means controlled by said torque governor overpowering the selection of said speed governor and adjusting the ratio to the load, said last mentioned means being operable at any speed to overpower the selection of the speed governor.

44. The combination of a driving part and a driven part, a geared and variable transmission including parts interconnecting the driving and driven parts, supplementary means for directly varying the interconnection, and means by which said supplementary means carries the load while the gear ratio is varied.

45. The combination with a prime mover, o! a driven part and a variable transmission between the prime mover and driven part, said transmission including mechanism providing variation of the mechanical ratio between the prime mover and driven part, selecting mechanism, automatic means controlling the operation of the selecting mechanism, a speed governor, mechanism associated with the governor by which the governor takes control from the selecting mechanism, and manual means for engaging the transmission at any ratio selected by the gov-- mission.

including automatic means for synchronizing the operation thereof to the speed of the driving and driven parts independently of the action of the governor, and means controlled by the governor for varying the mechanical ratio 01' the trans- LEKGH E. HUGHES. 

